Jump Rail System

ABSTRACT

A jump rail system is provided for use with a rail car of the type having a substantially flat, open upper deck surface and a pair of parallel, spaced apart deck rails mounted along a length thereof. For each deck rail, an associated jump rail is mounted for rotational movement in relation to the upper deck surface. Each jump rail has a first end disposed in an end-to-end configuration with a first end of the associated deck rail, and a second end extending beyond a terminus of the length of the upper deck surface. A power source is configured to drive rotation of at least one of the jump rails between first and second positions of the jump rail.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application claims the benefit of U.S. Provisional Patent Application Ser. No. 62/144,582, filed on Apr. 8, 2015, which is incorporated herein in its entirety by reference.

STATEMENT REGARDING FEDERALLY-SPONSORED RESEARCH OR DEVELOPMENT

Not Applicable

BACKGROUND OF THE INVENTION

1. Field of Invention

The present general inventive concept relates to railroad cars, and more particularly, to a system for use in transferring rail bound equipment or freight to or from a railroad car.

2. Description of the Related Art

In the field of railroad transportation, it is often desirable to transport a rail bound vehicle or other rail bound equipment from one location to another along a railroad track absent the need to roll the vehicle or equipment directly along the track. For example, railroad track maintenance and repair often involves the use of vehicles and other heavy equipment having steel rail wheels designed to allow the equipment to roll along the railroad track to be maintained or repaired. However, such equipment often does not include a railroad coupler that would allow the equipment to be joined in a train of railroad cars. Thus, the equipment cannot easily be transported along a railroad track as part of a train. Instead, such equipment is often loaded onto a rail car for transportation to a desired location along a railroad track. For example, often in transporting rail bound equipment, a flatbed rail car is provided having an open, flat deck and a section of railroad track extending along a length of the upper surface thereof. Using a crane, lift, ramp, or other such device, the rail bound equipment may be placed onto the section of railroad track provided along the upper surface of the flatbed rail car and secured thereto, whereupon the rail car may be used to carry the equipment to a desired location.

Often, it becomes necessary to transfer a piece of rail bound equipment from one flatbed rail car to another. In such instances, the two flatbed rail cars may be positioned in an end-to-end configuration, such as for example by joining the cars via their respective couplers. Thereafter, a pair of railroad rail segments, commonly referred to as “jump rails,” may be positioned to span between the respective sections of railroad track defined along the upper surfaces of the cars, thereby connecting the sections of railroad track defined along the upper surfaces of the cars to one another. In this configuration, the rail bound equipment may be rolled from the section of railroad track along one car, along the jump rails spanning the gap between the cars, and onto the section of railroad track along the other car, thereby transferring the equipment to the second car.

Significant limitations exist in traditional methods for using jump rails to join sections of railroad track defined along respective upper surfaces of end-to-end flatbed rail cars. For example, the jump rails themselves are heavy and cumbersome, and they are often difficult to move and position between the sections of railroad track absent the assistance of heavy lifting machinery and other tools. Furthermore, in order to provide a relatively smooth track surface to roll the rail bound equipment between the cars, the rail cars must be positioned in proximity to one another such that the jump rails fit closely between the railroad track sections of the rail cars, and each end of the jump rails must be carefully aligned with an adjacent end of a respective one of the railroad track sections of the cars. This fitting and alignment process is often difficult and cumbersome, requiring careful positioning of the rail cars and the jump rails, as well as the use of a pair of jump rails which are of a precisely appropriate length in relation to the spacing of the railroad track sections of the rail cars and in relation to one another.

In light of the above, there is a need in the art for improvement in devices and methods which may be used to join and span railroad track sections defined along upper surfaces of flatbed rail cars to allow rail bound equipment to be moved from one rail car to an adjacent rail car.

BRIEF SUMMARY OF THE INVENTION

The present general inventive concept provides various embodiments of a jump rail system for selectively joining a railroad track section defined along a surface, such as an upper surface of a rail car, to another railroad track section defined along another surface, such as an upper surface of an adjacent rail car, for example, to allow rail bound equipment to be moved from the first rail car to the adjacent rail car. The present general inventive concept further provides various embodiments of a rail car incorporating such a jump rail system. Additional features and embodiments of the present general inventive concept will be set forth in part in the description which follows, and, in part, will be obvious from the description, or may be learned by practice of the present general inventive concept.

Example embodiments of the present general inventive concept may be achieved by providing a jump rail system comprising a pair of jump rails rotatably mountable at respective first ends thereof to the first surface adjacent the first section of railroad track such that the jump rails are rotatable between a horizontal position, in which the jump rails span between the first and second sections of railroad track, and an inclined position, in which the jump rails are disjoined from the second sections of railroad track, and at least one power source coupled to the jump rails for effecting controlled rotation of the jump rails between the first and second positions. The at least one power source may comprise a linear actuator in mechanical engagement with at least one of the pair of jump rails and may be configured to extend to drive the jump rails toward the second position and to retract to allow the jump rails toward the first position. In some embodiments, the at least one power source may comprise a first piston/cylinder device having a cylinder component mounted beneath the first surface and a piston component extendable through a first opening in the first surface. The piston component may be coupled to a lower surface of a first one of the pair of jump rails. In some embodiments, the at least one power source may further comprise a second piston/cylinder device having a cylinder component mounted beneath the first surface and a piston component extendable through a second opening in the first surface, in which the piston component may be coupled to a lower surface of a second one of the pair of jump rails.

In various embodiments, the jump rail system may further comprise a plurality of guide members, each guide member being mountable along the first surface to position and maintain a corresponding one of the pair of jump rails in substantially parallel, end-to-end alignment with a corresponding rail of the first section of railroad track when the jump rails are moved to the first position. The plurality of guide rails may further be mountable along the first surface to cooperate to maintain the pair of jump rails in a substantially parallel, spaced-apart relationship with one another when the jump rails are moved to the first position. In various embodiments, the jump rail system may further comprise at least one chock mountable beneath at least one of the pair of jump rails to selectively secure the at least one jump rail toward the second position. In various embodiments, the at least one chock may comprise a pair of chocks, each chock being mountable beneath a corresponding one of the pair of jump rails to secure the corresponding jump rail toward the second position. In various embodiments, the jump rail system may further comprise a pair of mounting sleeves, each mounting sleeve being mountable along the first surface beneath a corresponding one of the pair of jump rails, each mounting sleeve being configured to receive one of the pair of chocks to mount the received chock beneath the corresponding one of the pair of jump rails when the corresponding jump rail is in the second position to secure the corresponding jump rail toward the second position. In various embodiments, the jump rail system may further comprise at least one fastener mountable along the second surface and configured to secure a corresponding one of the pair of jump rails in substantially parallel, end-to-end alignment with a corresponding rail of the second section of railroad track when the corresponding jump rail is moved to the first position.

Example embodiments of the present general inventive concept may also be achieved by providing a rail car having a length of railroad track comprising first and second parallel base rails mounted along an upper surface thereof, the rail car incorporating a jump rail system for selectively joining and disjoining the base rails with a pair of base rails of an adjacent rail car. The jump rail system may comprise a first jump rail rotatably mounted at a first end thereof to the upper surface in an end-to-end configuration with the first base rail, and a second jump rail rotatably mounted at a first end thereof to the upper surface in an end-to-end configuration with the second base rail. A power source may be coupled to at least one of the first and second jump rails and configured to effect controlled rotation of the jump rails between a first position, in which the jump rails are in parallel alignment with the first and second base rails, and a second position. The first and second jump rails may each have respective second ends extending beyond an edge of the upper surface.

In various example embodiments, the second position may define an orientation in which the second ends of the first and second jump rails extend at an upward incline to the first and second base rails. In various embodiments, the power source may comprise a linear actuator. In various embodiments, the power source may comprise a first piston/cylinder device having a cylinder mounted beneath the upper surface and a piston configured to extend through a first opening defined in the upper surface beneath the first jump rail. The power source may further comprise a second piston/cylinder device having a cylinder mounted beneath the upper surface and a piston configured to extend through a second opening defined in the upper surface beneath the second jump rail. In various embodiments, the rail car may further comprise a plurality of guide members mounted along the upper surface, each guide member being positioned to guide and maintain a corresponding one of the pair of jump rails into substantially parallel, end-to-end alignment with a corresponding one of the first and second base rails when the corresponding jump rail is are moved to the first position. In various embodiments, the rail car may further comprise at least one mounting fastener mounted along the edge of the upper surface. The at least one mounting fastener may be configured to engage and mount at least one chock along the upper surface beneath a corresponding one of the first and second jump rails to secure the corresponding jump rail toward the second position. In various embodiments, the rail car may further comprise a first rail fastener mounted to the upper surface proximate an end of the first base rail opposite the first jump rail. The first rail fastener may be configured to engage and secure a second end of a first jump rail of an adjacent rail car in parallel, end-to-end alignment with the first base rail. The rail car may further comprise a second rail fastener mounted to the upper surface proximate an end of the second base rail opposite the second jump rail. The second rail fastener may be configured to engage and secure a second end of a second jump rail of an adjacent rail car in parallel, end-to-end alignment with the second base rail.

Example embodiments of the present general inventive concept may also be achieved by providing a rail car of the type having a substantially flat, open upper deck surface and a pair of parallel, spaced apart deck rails mounted along a length thereof, in which an improvement may comprise, for each deck rail, an associated jump rail mounted for rotational movement in relation to the upper deck surface. Each jump rail may have a first end disposed in an end-to-end configuration with a first end of the associated deck rail. Each jump rail may have a second end extending beyond a terminus of the length of the upper deck surface. A power source may be configured to drive rotation of at least one of the jump rails between first and second positions of the jump rail. In various embodiments, the power source may comprise a linear actuator mounted to a carriage beneath the upper deck surface and configured to drive rotation of a first of the jump rails.

Other features, aspects, and embodiments of the present general inventive concept may be apparent from the following detailed description, the drawings, and the claims.

BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWINGS

The following example embodiments are representative of example techniques and structures designed to carry out the objects of the present general inventive concept, but the present general inventive concept is not limited to these example embodiments. In the accompanying drawings and illustrations, the sizes and relative sizes, shapes, and qualities of lines, entities, and regions may be exaggerated for clarity. A wide variety of additional embodiments will be more readily understood and appreciated through the following detailed description of the example embodiments, with reference to the accompanying drawings in which:

FIG. 1 is a perspective view of one embodiment of a rail car incorporating one embodiment of a jump rail system constructed in accordance with several features of the present general inventive concept;

FIG. 2 is a partial side-elevation view of the rail car and jump rail system of FIG. 1;

FIG. 3 is a partial perspective view showing a close-up of several features of the rail car and jump rail system of FIG. 1;

FIG. 4 is a partial perspective view showing portions of two rail cars joined by a jump rail system constructed in accordance with several features of the present general inventive concept; and

FIG. 5 is a partial perspective view showing a close-up of several additional features of the rail car and jump rail system of FIG. 1.

DETAILED DESCRIPTION OF THE INVENTION

Reference will now be made to the example embodiments of the present general inventive concept, examples of which are illustrated in the accompanying drawings and illustrations. The example embodiments are described herein in order to explain the present general inventive concept by referring to the figures. The following detailed description is provided to assist the reader in gaining a comprehensive understanding of the structures and fabrication techniques described herein. Accordingly, various changes, modification, and equivalents of the structures and fabrication techniques described herein will be suggested to those of ordinary skill in the art. The progression of fabrication operations described are merely examples, however, and the sequence type of operations is not limited to that set forth herein and may be changed as is known in the art, with the exception of operations necessarily occurring in a certain order. Also, description of well-known functions and constructions may be omitted for increased clarity and conciseness.

Note that spatially relative terms, such as “up,” “down,” “right,” “left,” “beneath,” “below,” “lower,” “above,” “upper” and the like, may be used herein for ease of description to describe one element or feature's relationship to another element(s) or feature(s) as illustrated in the figures. Spatially relative terms are intended to encompass different orientations of the device in use or operation in addition to the orientation depicted in the figures. For example, if the device in the figures is turned over or rotated, elements described as “below” or “beneath” other elements or features would then be oriented “above” the other elements or features. Thus, the exemplary term “below” can encompass both an orientation of above and below. The device may be otherwise oriented (rotated 90 degrees or at other orientations) and the spatially relative descriptors used herein interpreted accordingly.

Various example embodiments of the present general inventive concept, as described herein, provide a jump rail system configured to allow a railroad track section defined along an upper surface of a rail car to be joined to another railroad track section defined along an upper surface of an adjacent rail car, for example, to allow rail bound equipment to be moved from the first rail car to the adjacent rail car. The jump rail system may be incorporated as a component of a rail car which may include a railroad track section defined along an upper surface thereof.

Referring now to FIG. 1, an example embodiment of a rail car 10 incorporating a jump rail system 28 is illustrated. In the illustrated embodiment, the rail car 10 is a flatbed rail car of the type having a relatively flat, open upper deck surface 12 carried and supported by a railroad chassis 14. The railroad chassis 14 is of the type commonly known to one of skill in the art, and includes generally a plurality of wheel and axle assemblies 16 rotatably mounted beneath the deck surface 12 and configured to allow the rail car 10 to be received on a railroad track and to roll along the railroad track in forward and rearward directions. The upper deck surface 12 defines an elongated length dimension extending generally parallel to the forward and rearward directions of the rail car 10. In the illustrated embodiment, a pair of railroad rail segments 20, 22 are mounted along the upper deck surface 12 in parallel, spaced apart relationship to one another to define a section of railroad track extending along the length dimension of the upper deck surface 12. The railroad rail segments 20, 22 mounted along the upper deck surface 12 are hereinafter referred to as “deck rails.” In the illustrated embodiment, each of the deck rails 20, 22 terminates inward from respective front and rear ends 24, 26 of the upper deck surface 12.

In accordance with several features of the present general inventive concept, a jump rail system 28 is provided along a front end 24 of the upper deck surface 12 of the rail car 10. In the illustrated embodiment, the jump rail system 28 includes generally a pair of elongated railroad rail segments 30, 32, which are referred to hereinafter as “jump rails.” Each of the jump rails 30, 32 defines a first end 34, 36 which is disposed in an end-to-end configuration with a respective first end 38, 40 of an associated one of the deck rails 20, 22, and a second end 46, 48 which extends generally outwardly from the associated deck rail first end 38, 40 beyond the front end 24 of the upper deck surface 12. Each jump rail 30, 32 is rotatably mounted in relation to the deck rails 20, 22 and the upper deck surface 12 such that the jump rail 30, 32 may rotate upward from the deck rails 20, 22 and the upper deck surface 12 about the first end 34, 36 of the jump rail 30, 32. For example, in one embodiment, each jump rail first end 34, 36 defines a first portion of a hinge connection 42 which mates with a corresponding second portion mounted proximate an interface of the upper deck surface 12 with a corresponding deck rail first end 38, 40. Each deck rail first end 38, 40 is spaced apart slightly from its corresponding jump rail first end 34, 36, and each hinge connection is oriented to allow the corresponding jump rail 30, 32 to rotate about its first end 34, 36 along a vertical plane extending along the length of the jump rail 30, 32 between a first position (see FIG. 4) in which each jump rail 30, 32 extends substantially parallel to its corresponding deck rail 20, 22 along the upper deck surface 12, and a second position (see FIG. 1) in which each jump rail 30, 32 extends at an upward angle in relation to its corresponding deck rail 20, 22.

With reference to FIGS. 1-3, the jump rail system 28 further includes at least one power source 44 for effecting controlled rotation of the jump rails 30, 32 between the first and second positions. For example, in various embodiments, at least one linear actuator is provided proximate the front end 24 of the upper deck surface 12 and is configured to drive the jump rails 30, 32 between the first and second positions. In the illustrated embodiment, the linear actuator is a piston/cylinder device 44, such as for example a pneumatic or hydraulic piston/cylinder of the type having a cylinder 52 configured to drive a piston 54 along a linear direction. In the illustrated embodiment, for each jump rail 30, 32, an opening 56 is provided in the upper deck surface 12 beneath the jump rail. A carriage 50 is mounted beneath each opening 56, and a piston/cylinder device 44 is mounted to each carriage 50. More specifically, for each carriage 50 and associated opening 56 in the upper deck surface 12 beneath an associated jump rail 30, 32, a piston/cylinder device 44 is mounted to the carriage 50, with the cylinder 52 of the device 44 being fixed to the carriage 50 and the piston 54 of the device 44 extending upwardly through the opening 56. The piston 54 of each piston/cylinder device 44 is rotatably secured in relation to the underside of the associated jump rail 30, such that extension and retraction of the piston 54 in the vertical direction results in rotation of the jump rail along a vertical plane. Thus, actuation of the piston/cylinder device 44 results in rotational movement of the jump rail 30, 32 in relation to the upper deck surface 12 between the first and second positions.

In various embodiments, the first and second jump rails 30, 32 may be mechanically linked via suitable linkages, such that the jump rails 30, 32 are maintained substantially parallel with one another throughout rotation of either jump rail between the first and second positions. In these embodiments, actuation of the piston/cylinder device 44 may result in rotational movement of both jump rails 30, 32 between the first and second positions. In other embodiments, separate piston/cylinder devices may be provided to drive each of the jump rails 30, 32 individually. In certain embodiments, the piston/cylinder devices may be linked via a suitable controller device such that they act in unison, thereby maintaining the jump rails 30, 32 in substantially parallel alignment with one another throughout movement of the jump rails 30, 32 between the first and second positions. In other embodiments, each of the piston/cylinder devices may be operated independently of one another, such that each of the jump rails 30, 32 may be moved individually between the first and second positions. For example, in the illustrated embodiment, for each piston/cylinder device 44, a separate control panel 64 is provided, mounted along a side surface of the rail car 10. Each control panel 64 includes at least one switch in communication with the associated piston/cylinder device 44, such that the switch is configured to control actuation of the piston/cylinder devices 44. Additional components necessary for operation of the piston/cylinder devices 44, such as for example hydraulic or pneumatic fluid reservoirs, electrical power sources, electrical and fluid connections, and the like, will be recognized by one of skill in the art and may be provided pursuant to the present general inventive concept.

In various embodiments, a plurality of guide members 58 are mounted along the upper deck surface 12 to position and maintain each jump rail 30, 32 in substantially parallel, end-to-end alignment with its corresponding deck rail 20, 22, and to maintain the jump rails 30, 32 in a substantially parallel, spaced-apart relationship with one another, when the jump rails are moved to the first position. For example, in one embodiment, a plurality of pairs of opposing guide members 58 are mounted along the upper deck surface 12, with each guide member 58 of each pair being mounted on opposite sides of an associated one of the jump rails 30, 32. Each guide member 58 defines a lower end which is spaced apart from the lower end of the associated guide member 58 in the pair a distance only slightly wider than the width of the associated jump rail 30, 32, such that the associated jump rail 30, 32 fits nicely between the lower ends of the pair of guide members 58 when the jump rail 30, 32 is in the first position. Each guide member 58 further defines an outwardly-flared upper end which extends upwardly and outwardly away from the associated jump rail 30, 32. Thus, as each jump rail 30, 32 is brought from the second position downwardly toward the first position, the upper ends of each pair of associated guide members 58 serve to direct the jump rail into the space between the guide members 58, thereby urging the jump rail toward a parallel, end-to-end alignment with its associated deck rail 20, 22, and toward a parallel, spaced-apart relationship with one another.

In several embodiments, at least one chock 60 is provided beneath the jump rails 30, 32 to selectively secure the jump rails toward the second position. In the illustrated embodiment, a pair of chocks 60 are provided, with each chock 60 being detachably mountable along the front end 24 of the upper deck surface 12 beneath an associated one of the jump rails 30, 32. In the illustrated embodiment, each chock 60 includes generally an elongated member having an upper end which, when the chock 60 is mounted to the front end 24 of the upper deck surface 12, projects above the upper deck surface 12. The upper end of each chock 60 defines a yoke which is sized and shaped to receive and engage a lower portion of an associated jump rail 30, 32 in order to maintain the jump rail 30, 32 toward the second position. In the illustrated embodiment, a lower end of each chock 60 is receivable within a sleeve 62 fixed along the front end 24 of the upper deck surface 12 beneath an associated one of the rails 30, 32. Thus, upon rotating the associated jump rail 30, 32 to the second position, the chock 60 may be inserted into the sleeve 62, whereupon the jump rail 30, 32 may be lowered slightly to allow the yoke to engage the rail, thereby supporting the rail near the second position. In this configuration, the chocks 60 may be used to relieve the piston/cylinder devices 44 of the weight of the jump rails 30, 32 and to establish more secure support of the jump rails 30, 32 in the elevated configuration near the second position. Conversely, the associated jump rails 30, 32 may be rotated to the second position, thereby lifting the jump rails 30, 32 from the chocks 60. Thereafter, the chocks 60 may be removed, allowing rotation of the jump rails 30, 32 to the first position.

As discussed above, the jump rails 30, 32 each define respective second ends 46, 48 which extend generally outwardly from the associated deck rail first ends 38, 40, beyond the front end 24 of the upper deck surface 12. With reference to FIG. 4, the jump rails 30, 32 are generally of a sufficient length that, when two of the above-discussed rail cars 10 are coupled together via their respective front and rear couplers, and when the jump rails 30, 32 of the rear-most car are positioned in their respective first positions, each of the second ends 46, 48 of the jump rails 30, 32 of the rear rail car 10 extends to substantially abut an associated rearward second end 70, 72 of an associated one of the deck rails 20, 22 of the front rail car 10 in a substantially parallel, end-to-end configuration with the associated deck rail 20, 22 of the front rail car 10. Thus, in this configuration, the jump rails 30, 32 of the rear rail car 10 cooperate with the deck rails 20, 22 of the front and rear rail cars to form a substantially continuous section of railroad track from the second ends 70, 72 of the deck rails 20, 22 of the rear rail car 10 to the front ends 38, 40 of the front rail car 10.

In view of the above, it will be recognized that the precise length of the jump rails 30, 32 may vary depending upon a large number of factors, including, but not limited to, the specific size characteristics of a first rail car 10 into which the jump rail system 28 is incorporated and the deck rails 20, 22 provided thereon, and the specific size characteristics of a second rail car on which the jump rail system 28 is to be used to bridge the deck rails of the first rail car with similar deck rails provided on the second rail car. By way of example, for two adjacently-joined rail cars 10 as discussed above, the length of the jump rails 30, 32 of the rear-most rail car 10 may generally depend upon the distance of separation between the forward first ends 38, 40 of the deck rails of the rear-most rail car 10 and the rearward second ends 70, 72 of the deck rails of the adjacent forward-most rail car 10. This distance of separation may be defined, for example, by the size of the respective couplers provided by the rail cars 10, by the length of the respective upper deck surfaces 12 of the rail cars, by the length of the deck rails 20, 22 and their positioning along the respective upper deck surface 12, etc. In several embodiments, each of the jump rails 30, 32 is sized in accordance with the dimensional characteristics of the rail car 10 to which the jump rail system 28 is incorporated. That is, each of the jump rails 30, 32 is sized to allow the jump rails 30, 32 to span the distance between the deck rails of the rail car 10 to which the jump rails are incorporated and the deck rails of an identically-dimensioned rail car. However, it will be recognized that, in various embodiments, the lengths of the jump rails 30, 32 may vary in order to accommodate joinder of the deck rails of the rail car 10 to which the jump rails are incorporated with deck rails of a rail car having different dimensional characteristics.

In various embodiments, a fastener, such as a latch, hook, or the like, is provided near the second end 46, 48 of each jump rail 30, 32 which, when the jump rail 30, 32 is in the first position, may be used to secure the jump rail 30, 32 in the above-discussed parallel, end-to-end configuration with the associated deck rail 20, 22 of the adjacent rail car 10. For example, in one embodiment, each second end 46, 48 of each jump rail 30, 32 defines a notch 74 along a lower surface of the jump rail 30, 32. Each notch 74 is configured to mate with and engage an associated block 76 mounted along the upper deck surface 12 of the rail car 10, rearward of the second end 46, 48 of each jump rail 30, 32. Thus, when the jump rails 30, 32 are brought into the first position in the above-discussed parallel, end-to-end configuration with the associated deck rail 20, 22 of the adjacent rail car 10, the mating of each notch 74 with its associated block 76 serves to lock the jump rails 30, 32 in the end-to-end configuration with the associated deck rail 20, 22 of the adjacent rail car 10. In various embodiments, additional guide members 58 may be mounted along the upper deck surface 12, rearward of the second ends 46, 48 of the jump rails 30, 32, to assist in aligning each jump rail 30, 32 in the above-discussed parallel, end-to-end configuration with the associated deck rail 20, 22 of the adjacent rail car 10 when the jump rails 30, 32 are brought to the first position.

It is noted that the simplified diagrams and drawings do not illustrate all the various connections and assemblies of the various components, however, those skilled in the art will understand how to implement such connections and assemblies, based on the illustrated components, figures, and descriptions provided herein, using sound engineering judgment. Numerous variations, modifications, and additional embodiments are possible, and accordingly, all such variations, modifications, and embodiments are to be regarded as being within the spirit and scope of the present general inventive concept. For example, regardless of the content of any portion of this application, unless clearly specified to the contrary, there is no requirement for the inclusion in any claim herein or of any application claiming priority hereto of any particular described or illustrated activity or element, any particular sequence of such activities, or any particular interrelationship of such elements. Moreover, any activity can be repeated, any activity can be performed by multiple entities, and/or any element can be duplicated.

While the present general inventive concept has been illustrated by description of several example embodiments, and while the illustrative embodiments have been described in detail, it is not the intention of the applicant to restrict or in any way limit the scope of the general inventive concept to such descriptions and illustrations. Instead, the descriptions, drawings, and claims herein are to be regarded as illustrative in nature, and not as restrictive, and additional embodiments will readily appear to those skilled in the art upon reading the above description and drawings. Additional modifications will readily appear to those skilled in the art. Accordingly, departures may be made from such details without departing from the spirit or scope of applicant's general inventive concept. 

Having thus described the aforementioned invention, what is claimed is:
 1. A jump rail system for selectively joining and disjoining a first section of railroad track along a first surface with a second section of railroad track along a second surface, the jump rail system comprising: a pair of jump rails rotatably mountable at respective first ends thereof to the first surface adjacent the first section of railroad track such that the jump rails are rotatable between a horizontal position, in which the jump rails span between the first and second sections of railroad track, and an inclined position, in which the jump rails are disjoined from the second sections of railroad track; and at least one power source coupled to the jump rails for effecting controlled rotation of the jump rails between the first and second positions.
 2. The jump rail system of claim 1, the at least one power source comprising a linear actuator in mechanical engagement with at least one of the pair of jump rails and configured to extend to drive the jump rails toward the second position and to retract to allow the jump rails toward the first position.
 3. The jump rail system of claim 2, the at least one power source comprising a first piston/cylinder device having a cylinder component mounted beneath the first surface and a piston component extendable through a first opening in the first surface, the piston component being coupled to a lower surface of a first one of the pair of jump rails.
 4. The jump rail system of claim 3, the at least one power source further comprising a second piston/cylinder device having a cylinder component mounted beneath the first surface and a piston component extendable through a second opening in the first surface, the piston component being coupled to a lower surface of a second one of the pair of jump rails.
 5. The jump rail system of claim 4 further comprising a plurality of guide members, each guide member being mountable along the first surface to position and maintain a corresponding one of the pair of jump rails in substantially parallel, end-to-end alignment with a corresponding rail of the first section of railroad track when the jump rails are moved to the first position, the plurality of guide rails further being mountable along the first surface to cooperate to maintain the pair of jump rails in a substantially parallel, spaced-apart relationship with one another when the jump rails are moved to the first position.
 6. The jump rail system of claim 5 further comprising at least one chock mountable beneath at least one of the pair of jump rails to selectively secure the at least one jump rail toward the second position.
 7. The jump rail system of claim 6, the at least one chock comprising a pair of chocks, each chock being mountable beneath a corresponding one of the pair of jump rails to secure the corresponding jump rail toward the second position.
 8. The jump rail system of claim 7 further comprising a pair of mounting sleeves, each mounting sleeve being mountable along the first surface beneath a corresponding one of the pair of jump rails, each mounting sleeve being configured to receive one of the pair of chocks to mount the received chock beneath the corresponding one of the pair of jump rails when the corresponding jump rail is in the second position to secure the corresponding jump rail toward the second position
 9. The jump rail system of claim 8 further comprising at least one fastener mountable along the second surface and configured to secure a corresponding one of the pair of jump rails in substantially parallel, end-to-end alignment with a corresponding rail of the second section of railroad track when the corresponding jump rail is moved to the first position.
 10. A rail car having a length of railroad track comprising first and second parallel base rails mounted along an upper surface thereof, the rail car incorporating a jump rail system for selectively joining and disjoining the base rails with a pair of base rails of an adjacent rail car, the jump rail system comprising: a first jump rail rotatably mounted at a first end thereof to the upper surface in an end-to-end configuration with the first base rail; a second jump rail rotatably mounted at a first end thereof to the upper surface in an end-to-end configuration with the second base rail; and a power source coupled to at least one of the first and second jump rails and configured to effect controlled rotation of the jump rails between a first position, in which the jump rails are in parallel alignment with the first and second base rails, and a second position; wherein the first and second jump rails each have respective second ends extending beyond an edge of the upper surface.
 11. The rail car of claim 10, wherein the second position defines an orientation in which the second ends of the first and second jump rails extend at an upward incline to the first and second base rails.
 12. The rail car of claim 11, wherein the power source comprises a linear actuator.
 13. The rail car of claim 11, the power source comprising a first piston/cylinder device having a cylinder mounted beneath the upper surface and a piston configured to extend through a first opening defined in the upper surface beneath the first jump rail.
 14. The rail car of claim 13, the power source further comprising a second piston/cylinder device having a cylinder mounted beneath the upper surface and a piston configured to extend through a second opening defined in the upper surface beneath the second jump rail.
 15. The rail car of claim 14 further comprising a plurality of guide members mounted along the upper surface, each guide member being positioned to guide and maintain a corresponding one of the pair of jump rails into substantially parallel, end-to-end alignment with a corresponding one of the first and second base rails when the corresponding jump rail is are moved to the first position.
 16. The rail car of claim 15 further comprising at least one mounting fastener mounted along the edge of the upper surface, the at least one mounting fastener configured to engage and mount at least one chock along the upper surface beneath a corresponding one of the first and second jump rails to secure the corresponding jump rail toward the second position.
 17. The rail car of claim 16 further comprising a first rail fastener mounted to the upper surface proximate an end of the first base rail opposite the first jump rail, the first rail fastener configured to engage and secure a second end of a first jump rail of an adjacent rail car in parallel, end-to-end alignment with the first base rail.
 18. The rail car of claim 17 further comprising a second rail fastener mounted to the upper surface proximate an end of the second base rail opposite the second jump rail, the second rail fastener configured to engage and secure a second end of a second jump rail of an adjacent rail car in parallel, end-to-end alignment with the second base rail.
 19. In a rail car of the type having a substantially flat, open upper deck surface and a pair of parallel, spaced apart deck rails mounted along a length thereof, the improvement comprising: for each deck rail, an associated jump rail mounted for rotational movement in relation to the upper deck surface, each jump rail having a first end disposed in an end-to-end configuration with a first end of the associated deck rail, each jump rail having a second end extending beyond a terminus of the length of the upper deck surface; and a power source configured to drive rotation of at least one of the jump rails between first and second positions of the jump rail.
 20. The rail car of claim 1, the power source comprising a linear actuator mounted to a carriage beneath the upper deck surface and configured to drive rotation of a first of the jump rails. 